Railway track dressing apparatus



Jan. 15, 1957 s. E. BATES 2,777,220

RAILWAY TRACK DRESSING APPARATUS Filed sept. 14, 1951 5 sheets-sheet 1 am. A l Pn 1.4% E w f hmm C Twm. E, om un.

Jan. 15, 1957 s. E. BATES RAILWAY TRACK DRESSING APPARATUS 5 Sheets-Sheet 2 Filed Sept. 14., 1951 YN ME .Aft jj.

Inl/eri for' Si dn ey E. Baies MTISLI :GQ41900310 OO o Jan. 15, 1957 s. E. BATES RAILWAY TRACK DRESSING APPARATUS 5 Sheets-Sheet Filed sept. 14, 1951 Inl/eniol" Si dney E. aies @www Ai orney Jan. l5, 1957 s. E. BA1-Es 2,777,220

RAILWAY TRACK DRESSING APPARATUS Filed Sept. 14, 1951 5 Sheets-Sheet 4 lnuenor' l Sidney E. Bates By At tarney Jan. 15, 1957 s. E. BATES RAILWAY TRACK DRESSING APPARATUS 5 Sheets-Sheet 5 Filed Sept. 14 1951 United States Patent O RAILWAY TRACK DRESSING APPARATUS Sidney E. Bates, Chicago, lll., assigner to'Pullmau- Standard Car Manufacturing Company, Chicago, Ill., a corporation of Delaware Application September 14, 1951, Serial No. 246,584

z claims. (ci. 31a-10s) The present invention relates to apparatus for dressing a railway track roadbed, and specifically to such apparatus for clearing excess ballast from the ties and spreading excess ballast over the roadbed in accordance With the established cross ysection thereof, as after track raising operations and the like, to bring the roadbed to the established cross section in a single operation.

In the disclosed embodiment of the invention, the apparatus comprises a suitable 'vehicle to run on the track laid on the roadbed, having fulcrumed at its forward end a brush carriage in which a brush for sweeping the track ties is rotatably mounted. A hydraulic cylinder is used to swing the carriage for lowering the brush onto the tics or lifting it clear when it is not in operation.` The brush itself` has as brushing elements resilient tubular members, as hose sections, forced over serrated spuds of greater diameter than the inner diameter of the tubular members for secure assembly therewith. At each side of the vehicle is a rotatable vertical mast which adjustably supports a rake for engagement on the roadbed outwardly of the track to spread ballast thereon at the established angleiof the roadbed portion engaged.

AOn each mast is a member rotatable therewith and slidable to adjusted positionfthereon by a hydraulic cylinder, and having horizontal projections on which` a supporting member or boom is pivoted to swing vertically. The boom is formed in two telescopable sections so that its length may be varied, the inboard section being pivoted on the slide member and the outboard section carrying the rake depending from and parallel to the boom. A hydraulic cylinder is arranged to swing the boom vertically about the slide member. The rake is mounted for longitudinal.reciprocation by a pair of hangers' pivoted on the outboard'boom section, and also pivoted at their lower ends to the rake. The hangers havel extensions above their pivots on the boom, and a pair of parallel links are pivoted to the extensions so as to swing the hangers back and forth when reciprocated. A hydraulic motor is provided to reciprocate the links longitudinally, through a speed reducer rotating an eccentric to which is pivoted a connecting rod extending between and pivoted to the links. The links are so formed that the connecting rod may be pivoted thereto at different points corresponding to different telescoped positions ofv the boom sections. In non-operating position, the booms and rakes are swung rearwardly along the sides of the vehicle, while in operation either or both of the booms and rakes are swung to position extending laterally from the vehicle, the exact horizontal angle thereof relative to the vehicle being `determined by a chain or the like extending from the boom to a forward partA of the vehicle. The elevation of the boomv and its vertical angle are adjusted by operation of the hydraulic cylinders so that the rake teeth engage on the roadbed, and spread the ballast thereover upon forward movement of the vehicle and reciprocation of the rake. At each side of the ve-` hicle is a scraper mountedv so as not to interfere with the operation of 4the rake which engages on the-horizontaltop portion of the roadbed usually extending outwardly beyond the ends of the tiesto clear excess ballast therefrom and leave itsmooth. The scraper is vertically adjustable and arranged to swing to a retracted position along the vehicle side when not in use. Set-off wheels are provided by which th-e vehicle may be lifted from the track onto a set-oli track tobe rolled out of the way. The set-oil? wheels are hydraulically operated for retraction duringV operation of the apparatus and projection during shifting to and storage on the set-offtrack. f

A suitable motor or engine is mounted on the vehicle to drive it and operate the brush and rakes, with a drive shaft acting through a suitable transmission and clutch arrangement to drive the vehicle axles for' relatively fast travel of the vehiclel to and from a work area with the apparatus lotherwiseinoperative, or to drive the vehicle relatively-slowly during dressing operations and also drive the brush. The motor also drives a pump to furnish liquid under pressure to the several cylinders and the hydraulic motors, suitable conduits being provided for each of the hydraulic elements under the control of ap` propn'ate valves. j f v The direction in which the ballast is spread is ydetermined by the horizontal angle of the' rake relative to the vehicle, or in other Words to the track, as the rake travels parallel to the track. Normally'the rake may be disposed at right angles to the track so that the direction of spreadingk of the ballast is substantially parallel to the track, but i-f it is desired to shift ballast toward the track the rake may be disposed extending at an angle forwardly and outwardly from the mast. On the other hand, if the ballast is to be spread ina direction away from the track, the rake is disposed at an angle rearwardly and outwardly from the mast. The rake may thus spread the ballast, at the angle established for the roadbed outwardly ofthe track, in a direction .substantially parallel to the track,'toward the track, or away from 'the track. Since the roadbed outwardly of the'track slopes downwardly from the track, movement of theA ballast toward or. from the track is upward or downward, respectively. Such control of the direction of spreading of the ballast is a materially advantageous accomplishment ofthe invention. The reciprocation of the rake is an important factor in even spreading ofk the ballast. It

may be noted thatfthe ballast is' passed from tooth toy tooth along the rake, sothat particularly in a forwardly angled rake position but also in the right angled vposition the rake tends to move the ballast toward the track, or upwardly along. the roadbed, to counteract downward movement -of the ballast due to gravity both during and after the dressing operation. The telescoping construction of the boom permitsadjustment of the spacing of the rake laterally of the vehicle or track'so that it will contact the roadbed at a desired distance from the track.

It will be seen that the invention provides for the dressing of a roadbed to the established cross sectionin a single, continuous operation, the brush clearing. excess ballast from the track, the rake spreading excess ballast on the roadbed outwardly ofthe track, andthe scraper smoothing the roadbed portion adjacent the tie ends. It will also be clear that the apparatus may be used to dress a roadbed at either oneside or both sides of either single or multiple track line. The construction and mounting of vthe rake so that its vertical and lateral spacingv relative to the vehicle may be varied provides flexibility of adjustment to roadbeds of different cross sections, not only in the vertical'angle of the rake to correspond `to various slopes but also diierent widths of the horizontal roadbed portion on which the track rests. If such horizontal portion extends an appreciable distance outwardly beyond the ends of the ties, the rake-may be disposed at a'distance from the track so as not to extend tion ends substantially at the ends of the ties, so that the sloping roadbed portion extends directly to the ties, the rake may be adjusted to extend substantially to the ties. In the latter case, the scraper need not be employed.

The invention is advantageous in other respects than those mentioned, and the several advantages are more fully pointed out in the detailed description of the invention given hereinafter.

It is an object of the present invention to provide apparatus for dressing a railway track roadbed to established cross section in a single operation.

Another object is the provision of track dressing apparatus for spreading ballast on sloping roadbed surfaces in accordance with the established angles of such surfaces.

Another object is the provision of track dressing apparatus for spreading ballast on roadbed surfaces in predetermined directions relative to the track, including upward and downward spreading on sloping surfaces.

Another object is the provision of track dressing apparatus for spreading ballast on roadbed surfaces outwardly of the track by means longitudinally reciprocable transversely of the track while moving laterally in a direction parallel to the track.

Another object is the provision of track dressing apparatus with scraping means to engage on the roadbed adjacent the ends of the track ties to remove excess ballast therefrom.

It is another object to provide track dressing apparatus including a vehicle and a rotatable brush for sweeping excess ballast forwardly from the track carried forwardly of the vehicle and movable into and out of engagement with the track ties.

Another object is the provision of track dressing apparatus including a rotatable brush for sweeping ballast having as brushing elements a number of resilient tubular members, in which novel means are provided for securing the brushing elements in place.

Another object is the provision of track dressing apparatus including a rotatable brush for sweeping ballast having a guard partially enclosing it to restrain ricocheting of ballast, so as to protect workers about the apparatus.

It is a further object to provide a brush adapted for use in track dressing apparatus and having as brushing elements a number of resilient tubular members, in which novel and simple means are provided for securing the brushing elements.

A further object of the invention is the provision of track dressing apparatus including a member for spreadingballast on the roadbed outwardly of the track which is telescopically adjustable for selective spacing laterally of the track, mounted for vertical movement and for pivotal movement both vertically and horizontally, and longitudinally reciprocable transversely of the track, so that it may be adjusted in accordance with different angles of roadbed surfaces at varying distances from the track and also in accordance with different desired directions of ballast movement on the roadbed, and effect even spreading of the ballast on the roadbed surface over which it passes.

Another object is the provision of track dressing apparatus including a rake disposable on the roadbed outwardly ofthe track and longitudinally reciprocable in a plane transverse of the track to pass ballast from tooth to tooth along the length of the rake for spreading thereof on the roadbed.

Another object is the provision of track dressing apparatus mounted on a vehicle to run on the track including a spreading member disposable on the roadbed outwardly of the track and longitudinally reciprocable in a plane transverse of the track for accumulating ballast along the spreading member upon movement along the track and spreading the ballast by reciprocation thereof.

Another object is the provision of a novel, rapid, etli- 4 cient, and economical method of dressing a railway track roadbed.

Another object is the provision of a rapid and economical method of completely dressing a railway track roadbed in a single continuous operation.

Other and further objects, advantages, and features of the invention will be apparent to those skilled in the art from 'the following description, taken in conjunction with the accompanying drawings, in which:

Fig. l is a side elevation of the apparatus;

Fig. 2 is Va plan view of the apparatus illustrating schematically the hydraulic system;

Fig. 3 is an end elevationof the apparatus from the rear;

Fig. 4 is a horizontal sectional view showing the driving mechanism of the apparatus;

Fig. 5 is a vertical sectional view taken as indicated by the line 5-5 of Fig. l and showing the mounting of the brush carriage;

Fig. 6 is an enlarged sectional detail view showing the securernent of the brush elements;

Fig. 7 is a fragmentary plan View showing in full lines one of the booms and its rake in one angular position thereof in a horizontal plane and indicating other horizontally angled positions thereof by broken lines;

Fig. 8 is au enlarged vertical sectional view of the boom and rake, taken as indicated by the line 8 8 of Fig. l; and

Fig. 9 is an enlarged elevational detail view of the rake, showing the manner of assembling the rake teeth.

Referring to the drawings, the track dressing apparatus is shown as comprising a vehicle 20 adapted to run on a railway track including an underframe 2l having longitudinal side members and transverse end members and cross bars 22. The frame is suitably supported on front and rear axles 23 carrying the wheels 24. At the central portion of the vehicle is a superstructure 25 formed by four upwardly extending frame members 26 connected at their upper ends by horizontal rectangularly arranged 4members 27 over which a plate 2S may be secured for greater rigidity. The larger frame members may be steel channel or angle members or the like, and gusset plates may be provided at angles therebetween.

At the forward end of the vehicle is a transverse shaft 30 journaled in bearings 31 (Fig. 5) mounted on the side members of frame 21 and on spacers at the ends of a transverse beam 32 secured to the side members. The shaft and beam extend laterally outwardly of the frame 21 on both sides thereof. Pivotally mounted on the shaft 30is a brush carriage 33 in the form of a rectangular frame defined by a pair of channel members 34 somewhat longer than the beam 32 extending transversely of the vehicle and byshorter end and cross members 35 connecting the members 34 and disposed longitudinally of the vehicle. To the rear of member 34 is fixed a carriage extension 36 of rectangularly arranged channel members which is so dimensioned as to be swingable between the forward frame members 26 of the superstructure 25. On the lower surfaces of the end and cross members 35 are bearings 37 through which the shaft 30 extends, and by which the carriage may be swung about the shaft. Adjacent the forward ends of the members 35 are depending brackets 38 onwhich are mounted bearings 39 journaling the shaft 40 of a brush 4l. The brush comprises three sections spaced along the shaft, the central section having a position and length to extend between the track rails andthe two outer sections each` being similarly adapted to extend over the ends of the track ties outwardly of the rails. Each section is formed by a hollow cylindrical member 43 secured on the shaft -ttl in encircling relation by disksV 44 or the like. Welded or otherwise `suitably secured on the member 43 are a number of spuds 4S extending radially and ananged in axially extending rows, the spuds in` each row being staggered with respect to those of the adjacent rows. Each spud is genrally Acylindrical vand formed 'with an umher off crcumf fenential serrations l 46,k as best. shown 'in Fig. 6. The brushing elements of the brush areresilient tubular mem'- bers 48, such as hose sections, of suitable length and with an inner diameter smaller than the Sdiameter of the spuds. The tubular membersare assembled with the `cylindrical members 43 to form the brush by-telescope'd engagement with the spuds, each member 48 having an end forced over-a spudand being securely held on the cylindrical member by resilient clamping of the distended end over the Spud serrations 46. The engagement is so secure that `it is practically impossible to remove the tubular mem-r bers without destruction thereof, Thebrush 41-is rotated byH rotation of the shaft 30, sprockets 49 being fixed on its. shaft 40 between the brush sections in alignment with similar sprockets`50 on the shaft 30v and driven thereby through sprocket chains 51. Piv'otallyV mounted on a suitable member below the level of the vehicle frame 21 adjacent the forward part of the superstructure 25 is a double-acting hydraulic cylinder 52thei piston rod of which is pivotally connected to a portion of "thev rear-extension 36 of the brush carriage `33, so that by projection` and res v traction of the piston rod the carriage is swungto lower or raise the brush y41. By this meansY the brush may bel disposedl engaging the ties to sweep ballast forwardly therefrom, or brought to 'an elevated position well clear ofthe track when its operation lis not desired'. A guard plate 59 is preferably secured .over the forward' portion ofthe rbrush carriage 33 to prevent 'pieces of ballast ricocheting upwardly onto the vehicle 20 and possibly 'darne aging the apparatus or injuring the operator.

Secured on the top of thesuperstructu're `25 by welding or otherwise are a pair of spaced transversely extending channel members 53 projecting beyond the sides. of the vehicle, and providing 'an l-beant construction. Plates 54 are secured over the upper surfaces of the channel members adjacent the ends and center thereof tol prevent spreading. An eye member 55' (Figs. l, 2, and 3) is welded or otherwise secured to each end of thechannel members S3, with its aperture extending vertically. Secured depending' from the side members ofI the frame 2l between the front'and rear frame vmembers 26 Vof the su* perstructure are spacing supports 56, shown as channel members, to the lower surfaces of which is secured a transversely extending steel plate 57 directly below the pair of channel members 53 and projecting laterally somewhat beyond the eye members 55. At each end ofthe plate 57 is an aperture 58 iny vertical alignment with the corresponding eye member and of slightly smaller diameter than the eye aperture. A vertical shaft or mast 60 is disposed at each side of the vehicle swiveled vin the eye 55 and aperture 58, the lower end of the mast being re-v duced yto project through the plate 57. Aplate 61 may be secured in spaced relation below the plate 57 at each end thereof lto protect the end of the mast and prevent application of upward forces thereto. `rIheupper end of the mast projects above the eye S and'has'a collar r62 secured thereon, al suitable thrust bearing 63 being disposed between the collar and eye. Below the eye a 'retaining collar 64 is pinned or otherwise secured on the mast, and has diametrically opposed lugs thereonfor attachment of hydraulic cyliinders hereinafter described. The mast is thus held against appreciable vertical movement and suspended from the eye for free rotation. A gencrallycylindrical `slide member 65 is arranged to slide vertically on the mast 60, but is lieldlagainst rotation relative thereto by a feather or rib 66 on the mast fitting in a corresponding groovein the slide member. A pair of diametrically opposed horizontal pins 67 project from the slide member 65 for mounting in vertically pivotable relation a rake member generally designated 69.`

The rake member 69 comprises a telescopically adjust-v able two-part boom 70 having an inboard` part formed by a pair of parallel channel members 71 .arranged with their flanges directed away from each other. Each channel member'ha's a pair of' platesf'72'overlying'its flanges and extending laterally beyond its web in the direction of the other channel member 71. The channel members and plates 72 thus in effect form parallel I-beams providing guide channels along their inner sides in which the outboard boom part may slide. Each of the channel members 71 has at one end a suitable bearing 73 disposed on one of the pins 67 of the slide member 65 and carried by `an angle member 74 bolted to the web of the associated channel member with an angle portion underlying the lower flange thereof. The channel members are connected-at this en'dby a plate 75 welded thereto, and by a similar cross plate 76 spaced from plate '75. Between the other end of these channel members and the plate 7 6 is a connecting bridge 77 arching above the channel members with .leg portions secured on the upper plates 72 thereof and a'pair of lugs 78 on its upper connecting portion. Suitable braces 79 extending fromy the channel members may beprovided for the vbridge member. The other or outboard part of the boom 70 is formed by a vpair of parallel channel members 80 arranged with their flanges extending toward each other, and disposed in the channels provided by the channel members 71 and plates 72, sothat this part may slide inwardly and outwardly of the inboard part. The inner ends of the channel members 80 are secured to the channel members 71 by bolts 81, themembers 71 having a number of suitably spaced bolt apertures 82 for adjustably positioning the two boom parts. `The channel members 80 are connected at their ends vand central portion by channel members 83. The

liengthvof the boom 7d may be varied by telescopicallyV adjusting the two parts in the manner explained, `and it may also ybe disposed inr dierent vertical positions by shifting of the slide member 65 on the mast 6i), and positionedk atfvarious angles in a vertical plane by pivotal movement about the pins 67 of the slide member. To accomplish such adjustment of the vertical position yand vertical angle of the boom, a hydraulic cylinderr 84 is pivotally secured to one of the lugs on the retaining collar 64 of the mast with its piston rod pivotally connected to suitable lugs on the slide member 65, and a similar hydraulic cylinderSS is pivoted to the other lugon collar 64 with its piston rod pivoted to the lugs 78 von the bridge member 77. The cylinder 84 and its piston' and piston rod constitute a variable length means and the cylinder 85 and its piston and piston rod also constitutefa variable length means. Retraction or projection of the piston rodv of cylinder S4 moves the slide member up or down on the mast, and the boom 7h of course is moved vertically with the slide member. Retraction or projection of the piston rod of cylinder 85 causes the boom to swing upl or down about its pivoted connectionV withsthe slide member. When the piston rods are held stationary in their respective cylinders, the

boom is-held in the vertical position and angle to which it has been adjusted.

The outboard part of the boom has a central longitudinally extending channel member 87 welded to the lower surfaces of the channel members 83 by its web, and a pair'of transversely extending pins 88 are welded on the top surface of themember 87, one to either side of the central member 83. Pivotally mounted'on each of the pins 88 is a hanger $9, which comprises a pair of similar but opposite'ly arranged hanger elements 9i) each having arv central hub portion 91 pivoting on one end ofthe pin. Each hanger element extends upwardly and downwardly from its hub portion and is of such conformation that its upper end is inwardly disposed relative-to its lower end, as will be clear from the iigures.

The upper ends of the hangers 89 are' connected by aend of the outboard boom part by separate bolts so as to leave clear the space between the links, as shown in Fig. 8, but a single bolt with a spacer thereon between the links may be used to attach the outer ends of the links to the hanger elements of the outer hanger 89, as appears from Fig. 7. The lower ends of the hanger elements 90 are formed with bearing apertures 93 for reciprocably mounting a rake 95 on each of the booms 70.

The rake comprises a header portion provided by an angle member 96 adapted to extend longitudinally of the boom below the channel member 87 with one flange portion thereof extending horizontally and welded to a pair of transversely extending pins 97 spaced apart the same distance as the pins 88 secured on the member 87, and the other flange portion extending vertically for attachment of the rake teeth 9S. The teeth are substantially square in cross section and of sufficient length to extend a suitable distance below the angle member 96 from its upper edge, being equally spaced along the length of the angle member and disposed with their upper portions at against the vertical flange. Spacing plates 99 are welded to the vertical flange of the angle member96, spaced apart longitudinally of the angle member a distance equal to the width of the teeth. Each tooth 98 is set between two of the spacing plates, and is held thereby against movement longitudinally of the angle member. The teeth are removably secured on the angle member by clamping plates 100. Two vertically spaced clamping plates are provided for each pair of teeth, the plates lying parallel to the vertical flange of the angle member with their ends bearing on those faces of two adjacent teeth parallel to the tooth faces engaging the vertical flange. The central portion of each plate projects between the pair of teeth to prevent possible rotation out of engagement with the teeth. A bolt 101 extends through each clamping `plate 100, the opposed spacing plate 99, and the vertical ange of the angle member 96. The plates are drawn by the bolts toward the angle member to clamp the teeth tightly and securely in place, and may be loosened when desired for replacement of a tooth or teeth. The ends of each pin 97 are received in the bearing apertures 93 of the hanger elements 90 of one of the hangers 89, and secured by suitable Washers and bolts so that the rake 95 is pivotally supported by the hangers to swing longitudinally back and forth below the boom 70. It will be noted that by reason of the rake suspension as described the lower edge of the rake defined by the ends of the teeth 98 is at all times parallel to the plane of the boom, and furthermore that the rake itself is parallel to the boom and may be spaced at various distances from the mast 60 by variation of the boom length as previously described. Reciprocation of each rake 95 is accomplished by longitudinal reciprocation of the links 92. The links are reciprocated by a hydraulic motor 103 mounted on the plate 75 of the respective boom 70 and acting through a` suitable speed reducer 104 to Irotate an eccentric member 105. The reducer is mounted on the plates 75 and 76 of the boom. A connecting rod 106 is pivotally connected to the eccentric member at one end and at the other is pivoted between the links 92 by a bolt extending through one pair of a series of aligned pairs of bolt apertures 107 in the links. The bolt apertures 107 are spaced longitudinally of the links to correspond to the spacing of the bolt apertures 82 of the inboard boom part, so that the connection between the rod 106 and links 92 may be adjusted in accordance with adjustments in the relative position of the boom parts.

Grab hooks 108 are secured on the spacers `on the ends of the transverse beam 32 at the forward end of the frame 21, and chains 109 each secured at one end to the iuboard part of one of the booms are provided to engage on the hooks. Each chain 109 and the adjacent grab hook 108 together constitute a variable length means. The chains may engage at any desired point along their lengths with the hooks, so that the `booms and rakes may be swung outwardly of the vehicle 20 at any desired angle about the mast 60 and held at that angle by the chainsas the vehicle moves forwardly on the track.

At the rear portion of the `frame 21 above the rear wheels 24 and extending laterally outwardly `substantially to the plane of the outer faces of the wheels are a pair of platforms 110, one at each side of the vehicle. Each platform is formed by rectangularly disposed channel members including a channel member 112 on the upper surface of the adjacent side member of the` frame and inner and outer members 113 extending parallel thereto, a rear end member 114, and a front end member 115 which comprises a pair of channels back to back and projecting laterally outward beyond the outer member 113. The front and rear end members and the inner member 113 arc supported on two of the frame cross members 22. A plate 116 extends over these members to provide the platform surface. On one of the platforms 110, in this case the right-hand platform, is a resiliently mounted seat 117 for the operator of the apparatus. Extending downwardly from the outer ends of the front end members 115 of the platforms are pins 119 for adjustably mounting Scrapers 120 which are adapted to engage on horizontal roadbed portions adjacent the ends of the track ties, as best shown in Fig. 3. The particular Scrapers disclosed do not form part of the present invention, and Scrapers of other constructions may be employed if desired.` Rotatable on each pin 119 is a split clamping sleeve 121 held assembled by a plate bolted to the lower end of the pin, and extending horizontally from the sleeve is a quill 122 slidably and rotatably receiving a shaft 123 which may be clamped therein in a desired position. A split clamping tube 124 is Welded to the outer end of the shaft in vertical position, for vertically adjustable securevment of a cylindrical arm 125 having secured to its lower end the scraper proper. An angle member 126. is welded to the lower end of the arm 125, and a plate 127 is arranged parallel to a vertical portion of the angle member by suitable bolts for clamping therebetween the tines 128, which are formed of resilient strips having a double coil formed therein. The scraper may be secured at the desired level and at the desired distance from the pin 119 by adjustment of the arm 125 in the tube 124 and of the shaft 123 in the quill, and may be disposed extending laterally outwardly from the vehicle by movement of the sleeve 121 about pin 119. When switches or crossings are encountered, the scraper may be swiveled upwardly to clear the obstacles, and then returned to position. When the scraper is not in use, it may be swung upwardly by rotation of the shaft 123 in the quill, and then swung forwardly to a position alongside the vehicle by swinging about the pin 119, as shown in Figs. 1 and 2.

As best shown in Figs. l and 3, two pairs of set-off wheels 129 are mounted beneath the forward and rear portions of the vehicle frame 21, in planes transverse of the vehicle. Each wheel 129 is rotatably carried by a bent arm 130 pivoted at one end to the adjacent side member of the frame 21 and at the other end to the piston rod of a hydraulic cylinder 131 mounted on a cross member 22 adjacent the longitudinal center of the frame. The setot wheels may be lowered by means of the cylinders onto set-ot rails laid transversely of the track to lift the vehicle so that the wheels 24 clear the track, and then to roll lthe vehicle sidewise along the set-off rails to a suitable set-olr' track. clear of the vehicle track from which set-off track it may later be returned to the track for further operation by retraction of the wheels 129. The cylinders 131 will hold against the weight of the apparatus for indefinite periods, but as a precaution against the vehicle droppingr dur-ing prolonged storage on a setotf track, suitable means may be provided to relieve the cylinders of `the load.

A rail sweeper 132 is located forwardly of each of the wheels 24 to brush occasional ballast pieces from the track rails. The swcepers may be strips of suitable fabric amaze@ or thelike suitablysupportedfr'om vthe'frarne 21 in--position engaging f on ythe rails.

The driving means for tho-apparatus` are best shown iniFigs..1 and 4. Betweenfthe platforms 1`10is a suitable motor or engine 134'supported1on amount secured to cross members 22'atthe rearportion of 'the fframe'21. rlhe motor 134 has a gear-casing 135 inwhich driving gears are suitably controlled by a shift lever 136 extending to a point adjacent the seat 1:17, a drive shaft 137i extending from the casing to a` transmission 138 mounted at the forwardpart of the superstructure25 by brackets1139 secured toa channel-member 140.1extending between the forward framemembers 26. At high` speed shaft 141 and alow speed shaft1142 extend-.laterallyfrorn oppositesidesof the transmissionlSS andare journaled in bearings 143 mountedron angle members 144 extending along the sides o'f'the'vehicle andsecure-d at'their front and lrear ends tothe. forwardfandgrear frame members-26 by gusset plates145.l Ontheshaft 1.41 is aclutch 146, andzonthe. shaft 142. is a similar-clutch.147,;thetwo clutches being shiftable into and tout of engagement by aflever 148 and 'beingcoupled together-so thfatone is` disengagedwhenthe-other'is engaged, and vice versa. The clutch146 controls rotation of'a sprocket 149 on the, shaft 141and the clutch 147 similarlycontrolsa sprocket 150 on-theshaft 142.` Below the frame 21. is a supporting plate 152v se-cured to thevlower faces .of thespacingchannels 56 at each side and to thetransverse plate 57 at its rear edge and having-,a reinforcingangle member-153 at itsforwardedge. It is on thisplate thatthev hydraulic cylinder 52 for the brush carriageis mounted.- A `transversely extendingashaft 155|is disposedbelow thetrans.- missionv138,vjournaled in suitable..'bearingsA 156 mounted on the p1ate152, and preferably, in the same horizontal plane as shaft 155 is another transversely-disposed.shaft 157 journaled in bearings 15S-.supported .on the .plate 152. On the shaft 155. isa 4sprocket 159` driveable by the sprocket 150 of shaft 142.through a suitable chain 160 (Fig. l). The shaft 155 hasV another sprocket 161 mounted thereon for drivingnthe shaft 3.0. through achain 162 and sprocket 163 ontheshafti. As alreadypointed out, rotation of thisshaft causes rotation ofwthe, brush- 41 by means of the sprockets 49 and 50. A gear 165is suitably secured on theshaft 155 so as to be. held against rotation relativethereto, but slidable thereon between the full line and broken line positions shown in Fig. 4 by conventional shifting means including` a lever 166. On the shaft 157 is xed a pinion 167 larger than the gear. 165, with which the` gear meshes in one shiftedfposition on the shaft155. A pair of sprockets 16S arey also fixed on the shaft157., eacharranged in driving relation with one ofthe vehicle axles 23 by a sprocket wheel169 on each axle and a chain 170 for each pair of sprockets 168 and 169. A third sprocket 171 is secured on the .shaft 157, driveable by the sprocket 149 of theY high speed shaft 141 through chain 172. When the clutch 146 of shaft 141 is engagedto cause rotation of the sprocket 149 and the gear 165 is shifted out of engagement withthe pinion 167the vehicle is driven at relatively high speed through the shafts 141 and 157 and the axles 23, andthe brush 4is not rotated, since the shaft 155' is disconnected from the drive by the clutch 1'4'7. Thisdrive connection is employed. for traveling. to and from-a work area, the apparatus being otherwise inoperative or idle. Whenthe sprocket 150 on the shaft 142 is rendered operative4 by the clutch 147 and the gear 165 is placed in meshwith the pinion 167, the vehicle is driven slowly by the shafts 142, 155, and 157, the low speedresulting from connection to the low speed shaft 142' being further reduced by the ratio of the gear and pinion byv which the shaft 157 is driven. The brush shaft 40 is simultaneously driven throughv shafts 142, 155, and 30 to rota-te the brush 41. The shaft 141 is out of driving rrelation with ther shaft'157 because of disconnection of clutch 146. If. desired, the brush. may be rotated with the vehicle 4standing still, 'by

10 sliding thegear 165' outl of engagement with the pinion 167 of shaft 157 while leaving the shaft 155 connected indriven relation with shaft 142.l The transmission 138 is adapted to drive the vehicle rearwardly, upon manipulation of a` reversing lever 173. A clutch 174 may be provided for disengaging the. sprocketv 161 from driven relation on the shaft 155, so that the brush 41 may idle in either forward or rearward movement of the vehicle, whether in its brushing position or not. A suitable level 175 is provided for operating the clutch 174. Each of the levers 148, 166, 173, and 175 is arranged to be manipulated by the operator from the right-hand platform 110 by means of suitable linkages indicated at 176 (Fig. 3)

having control knobs or the like supported by a suitable panel 177 just forwardly of the seat 117.

The operation of the hydraulic cylinders and motors maybest be understood from Figs. 2 and 3. On the .righthand platform 110 is mounted a-double pump 179 driven from a secondary shaft of the motor 13.4v through any-suitable means, as the drive belt illustrated. Each pump part is connected to a suitable manifold` 180 to supplyliquid under pressure to the hydraulic members on oneside of the apparatus through conduits, for example conduits 181m to 181V inclusive on the left side of the apparatus, controlled by suitable valves 182 at the manifolds. which may conveniently be mounted above the panel 177. The manifolds 180v are preferably disposed side by side, the left-,hand one having-thefvalves 182 for controllingvthe hydraulic motor;103 andcylinders 84 and S5 of the vlefthand boom and rake and the cylinders 131 ofthe forward set-off wheels 129, .and the manifold to the right being provided with Ithe valves controlling the cylinders and motor of the right-hand rake member, the cylinders of the set-olf wheels atthe rear of the vehicle, and the cylinder 52 for the brush carriage. Operation is thus simplified, since in general the valves to the leftcontrol thezleft-hand members and the right-handvalves controlthe members onthe right of the vehicle. It will be understood that 181e and 181d are conduits leading to cylinder 85 and 181g and 181k are conduits leading to cylinder 84 on the 'right side of thefapparatus181i and 181]' are conduits leading to cylinders 131at the rear end of 'the'apparatua 181k and 181L are conduits leading to cylinder 52 at the forward end of the apparatus, 1810 and 18112 are conduits for cylinder 85 and 181s;and 181i are conduits for cylinder 84on the left side of the apparatus and -181u and181v are conduits for cylinders 131 at the forward end of the apparatus, The conduits in each of the preceding pairs are'connected to opposite ends of their respective cylinder with liquid being capable of flowing in either direction througheach of said conduits upon desired actuation of the associated valve 182. A conduit 181e carries liquid underpressure to motor 103fat ,the right side of the apparatus, there being a return conduit 1813c for said motor and similar conduits 181:1 and 181r for the motor 103 at the left sidefof the apparatus. There are also supply and return conduits 181a. and 18111v between the right pump section and the right manifold and supply and returnconduits `181m and 18111 between the left pump section and the leftvmanifold.

In addition to the` guard plate 59 extending overv the brush 41, the brush carriage-33may be provided with guard members 183 forthe` ends of thebrushcarried.on the end members 35 in any suitable manner. Inthey present embodiment, the guardmembers 183 are sheets` of heavy canvas or the likey with eyelets at theupper edge forremovable attachment onthe carriage by hooks, turnbuttons, or like means. The guardmembers 1S3"inter cept pieces of ballast' which otherwise might ricochet lan erally of the vehicle during the operation of the brush and endanger workers or equipment. The guard` structure provided bythe plate 59 andj members 183 encloses the brush suiciently to substantially prevent the ballast being thrown in anyv direction butiforwardly, although the swept :avanzano` l1 ballast of course fans outwardly on both sides of the track.

When the apparatus is to be operated,assuming that it has been left on a set-off track some distance from the work area, it is rolled on the set-ott wheels 129 onto set-off rails temporarily laid across the track on which the vehicle is to run and the wheels 129 then retracted by their cylinders 131 so that `the wheels 24 settle on the track rails. The set-off rails are removed and the vehicle driven along the track to the point at which operation is to begin. ln this travel, the vehicle runs at relatively high speed, being driven through the shafts 141 and 157 in the manner previously described, the shafts 142 and 155 being inactivated by disengagement of the gear 165 from the pinion 167 and separation of the parts of the clutch 147. The brush 41 is carried in elevated position by thc carriage 33, the piston rod of cylinder 52 being retracted, and the scrapers 120 are in their retracted positions alongside the vehicle, as shown in Fig. l. In this position, the Scrapers clear the masts 60, and although the tines 12S extend horizontally away from the vehicle, they do not project beyond the planes of the ends of the brush carriage 33, and therefore are well within the clearance limits. lf desired, however, they may be arranged so that the tines extend upwardly. Each of the rake members 69 is in a position raised to the level of the adjacent platform 110 and extending rearwardly from the mast 6) substantially parallel to the vehicle side so that one of the channel members 71 of the inboard part of boom 70 rests on the platform, as indicated by the broken line position shown at the upper right of Fig. 7, and as also appears from Fig. 8. The rake member may be secured in this position by any suitable means, as for example by attachment of the chain 109 to an adjacent part of the vehicle. The support afforded by the platform materially assists the cylinders 84 and 85 in maintaining the rake member 69 in this raised horizontal position. lf desired, suitable means may be provided to cooperate with the platform for supporting both sides of the boom, so as to relieve the cylinders of substantially all the weight of the rake member. The rail sweepers 132 may be left in position at all times. With the parts in the positions as described, the vehicle may travel along a track without danger of the appara-tus encountering any obstacles.

When the vehicle `arrives at the point of operation, the brush 41 is lowered to the desired position relative to the level of the track, which position ordinarily is that in which the tubular members 48 just touch the track ties. Assuming that the roadbed at only one side of the track is to -be dressed, the scraper 120 at the corresponding side of the vehicle is adjusted to the horizontal crest or top portion of the roadbed on which the track is laid, by means of the rotatably and slidably adjustable parts thereof heretofore described, so as to engage on the roadbed substantially as shown in Fig. 3, just outwardly of the ends of -the times. If the roadbed slopes away directly from the endsV of the ties, the scraper need not be employed, and may be removed. The rake member 69 at the same side is swung off the platform 110, and adjusted to the angle of the roadbed surface `outwardly ofthe track by means of the associated cylinders 84 and 85. The boom 70 is raised or lowered with the slide member 65 and swung upwardly or downwardly about `the pivot pins 67 so as to dispose it parallel with the roadbed surface with 4the rake teeth 9S engaging at 4that surface, as shown in full lines in Fig. 3, in which the rake member is 'also indicated in broken lines `at one of the positions it may assume during its angular adjustment -in the vertical plane. lf necessary, the length may be varied by telescopic adjustment of the inboard and outboard boom parts and of rthe connecting rod 196 with the links 92 in the manner already explained. The horizon-tal :angle of the rake member relative to the vehicle is also adjusted by catching the chain 109 in the grab hook 108, the length of the chain between the boom 70 and the hook determining 12 whether the rake member 69 extends substantially at right angles from the vehicle as shown in pull lines in Fig. 7, at an angle forwardly and outwardly as shown in broken lines at the left in Fig. 7, or at an angle rearwardly and outwardly, uas shown at the lower right in the figure. Ordinarily the dressing operation will at least be started with the rake member in the full line position.

With the brush 41, rake member 69, and scraper in the desired positions, the motor 103 is started by appropriate operation of its valve 182 and the vehicle 20 is driven forwardly along the track at slow speed, the brush rotating to sweep excess ballast forwardly off the ties and the rake 95 reciprocating in a plane -transverse of the vehicle as it is moved by the vehicle parallel to the track, and the scraper being drawn over the horizontal roadbed portion to push loose ballast pieces onto the sloping portion. The movement of the rake 95 causes the ballast to be spread evenly over the roadbed at the desired angle, and tends to move toward the track, or upwardly on the surface. This is advantageous, since ballast tends to shift downwardly on sloping roadbed surfaces under the force of gravity, so that the desired roadbed surface angle is ylost, and the upward movement of the ballast counteracts this tendency both during the spreading operation and after. The upward tendency of the ballast is due in part to the fact that ballast normally accumulates along Ithe lower portions of the rake teeth as the rake is moved forwardly, as shown in Fig. 3.

A much more definite upward movement of ballast is achieved by disposing the rake member 69 extending at an angle forwardly and outwardly from the vehicle, as shown for example in the broken line position a-t the left -in Fig. 7, since the forward movement of the rake at such an angle causes a resultant ball-ast movement forwardly and inwardly relative -to the track, or in other words at a forward angle upwardly on the roadbed. Similarly, disposition of the rake member extending at an Iangle rearwardly from the mast, as illustrated by way of example at the lower right in Fig. 7, causes a movement of ballast forwardly and outwardly relative to the track. Such adjustment of the rake is particularly advantageous in filling hollows in the roadbed, or in moving ballast which has been left in a heap.

The vehicle during the dressing operation is driven ithrough the low speed shaft 142, the shaft 155, and the shaft 157, the shaft 141 being disconnected from driving relation by disengagement of the clutch 146. The shaft 30 is driven from the sha-ft 155, and in turn drive the brush shaft 40 to rotate the brush 41, in the manner described. The shaft 157, of course, is driven by shaft through the gear 165 and pinion 167.

If the roadbed on both sides of the track is -to be dressed, the Scrapers and rake members at both sides of the vehicle are employed in substantially the same manner as Idescribed with regard to the use of a single scraper and rake member. It `is obvious that the Scrapers and `rakes on opposite 4sides of the vehicle are adjustable to their -respective desired positions independently of each other, so that they may be accommodated to variations in conditions on the roadbed at opposite sides of the track without difliculty. For bet-wcen-track work on multiple track line, a rake member shorter than that disclosed may be employed if necessary because of adjacent tracks.

The apparatus is thus operable to dress a roadbed in a single operation, on either one or both sides of the track and on either single or multiple `track line, the brush, Scrapers, and rake members being employed separately or together as a particular roadbed cross section may require.

During the dressing operation, if switches, crossovers, or other such obstacles are encountered, the Scrapers may be swung up on the shafts 123, and the rake members raised, as for example to -the dotted line position of Fig. 3, so as to clear the obstacles, and then returned to their positions. The brush ordinarily need not be raised, because of the flexibility of the brushing elements, but of course its elevation is readily accomplished if desired. When the dressing operation is completed, the brush is raised, the Scrapers and rake members are arranged in their retracted positions, as shown in Fig. l and as previously described, and the vehicle driven through the high speed shaft 141 to any desired point along the track, as for example back to the set-off track from which it was moved to the track.

The mounting of the brush 41 in the manner disclosed to permit its disposition spaced above the track or in operative position on or close to the track ties, and forwardly of the vehicle, permits precise adjustment of the brush relative to the track level regardless of Wear of the brushing elements, and avoids the throwing of ballast against the vehicle at any time. The novel securement of the brushing elements provides for simple and easy assembly. The brush drive through the shaft 30 provides for rotation of the brush by properly tensioned chains in any adjusted position of the carriage.

As will be apparent from the foregoing description, the invention includes a novel method of dressing a roadbed by which ballast may be spread evenly at a desired angle over a roadbed surface by reciprocation transversely of the track While simultaneously moving in a direction along the track. The method also provides for sweeping ballast forwardly oi the track, scraping loose ballast off a horizontal roadbed portion adjacent the track, and spreading ballast over the roadbed outwardly of the track at the established angle of the roadbed surface, so that the roadbed may be dressed in a single operation.

What I claim is:

1. A railway track roadbed dressing apparatus comprising a vehicle to run on the track, a vertical mast rotatably supported on one side of the vehicle, a member slidably and nonrotatably mounted on the mast, a boom disposed on said one side of the vehicle and having one end mounted on the member for pivotal movement about a horizontal axis passing through the longitudinal axis of the mast, variable length means connected to the member and connected to the mast at a location spaced above the member to adjust the vertical position of the member on the mast, a rake carried by the boom, another variable length means connected to the boom and connected to the mast at a location spaced above the member to adjust the vertical angle of the boom to dispose the rake substantially on the roadbed surface outwardly of the track at an angle corresponding to the angle established for said surface to spread roadbed material thereon.

2. A railway track roadbed dressing apparatus comprising a vehicle to run on the track, a vertical mast rotatably supported on one side of the vehicle, a rst member s lidably and nonrotatably mounted on the mast, a boom disposed on said one side of the vehicle and transversely thereof while in use and having one end mounted on said rst member for pivotal movement about a horizontal axis passing through the longitudinal axis of the mast, a rake comprising a second member carried by the boom and positioned longitudinally thereof and a plurality of teeth arranged in spaced parallel relation at right angles to said second member and the boom in a vertical plane and xedly secured to said second member, the free ends of the teeth lying in a plane parallel to the longitudinal axis of the boom, variable length means connected to said rst member and connected to the mast at a location spaced above said rst member to adjust the vertical position of said rst member on the mast, another variable length means connected to the boom and connected to the mast at a location spaced above said first member to adjust the vertical angle of the boom to dispose the rake substantially on the roadbed surface outwardly of the track at an angle corresponding to the angle established for said surface, and means mounted on the vehicle and connected to said second member on the rake for reciprocating the rake longitudinally of the boom whereby roadbed material is passed from tooth to tooth of the rake upon reciprocation thereof for even spreading on the roadbed and is moved in a.

general direction relative to the track upon movement of the vehicle on the track.

418,063 Reynolds Dec. 24, 1889 536,637 Lucas Apr. 2, 1895 706,515 Berford Aug. 12, 1902 1,322,688 Geelhart Nov. 25, 1919 1,445,608 Ursino Feb. 13, 1923 1,471,760 Ursino Oct. 23, 1923 1,547,018 Bressler July 21, 1925 1,836,049 Tellis Dec. 15, 19.31 2,266,633 Gill Dec. 16, 1941 2,312,255 Lowdermilk Feb. 23, 1943 2,313,342 Hoover Mar. 9, 1943 2,323,343 Mcese July 6, 1943 2,330,586 Hurlimann Sept. 28, 1943 2,416,401 Meisenburg Feb. v25, 1947 2,422,044 Ronning et al June 10, 1947 2,491,797 Burns et al Dec. 20, 1949 2,550,979 Donahue May 1, 1951 

